US3234396A

US3234396A - Speed control circuits and servo-systems employing the same

Info

Publication number: US3234396A
Application number: US154479A
Authority: US
Inventors: Charles A Kubilos
Original assignee: American Brake Shoe Co
Current assignee: American Brake Shoe Co
Priority date: 1961-11-24
Filing date: 1961-11-24
Publication date: 1966-02-08
Anticipated expiration: 1983-02-08

Description

Feb. 8, 1966 C. A. KUBILOS SPEED CONTROL CIRCUITS AND SERVO-SYSTEMS EMPLOYING THE SAME Filed NOV. 24, 1961 3 Sheets-Sheet 1 CHA/21.55 A KUB/Los INVENTOR.`

ATToxzNEvS Feb.

Filed ColzlzeN-r CuREeNr 8, 1966 c. A. KuBlLos 3,234,396

SPEED CONTROL CIRCUITS AND SERVO-SYSTEMS EMPLOYING THE SAME NOV. 24, 1961 5 Sheets-Sheet 2 CMA/21.55 A. KUB/Los INV TOR.

ATTQQNEVS Feb. 8, 1966 c. A. KUBlLos 3,234,396

SPEED CONTROL CIRCUITS ANDsERvo-SYSTEMS EMPLOYING THE SAME Filed Nov. 24, 1961 3 Sheets-Sheet .'5

jl Z4 3 v ...Z1 SZ El l E3 I l FREQUENLY FQEQueNcy CHA/@Les A. KUB/Los INVENTOR. Bm

ATTORNEYS United States Patent() 3,234,396 l SPEED CONTROL CIRCUITS ANDSERV-SYSTEMS EMPLOYING THE SAME Charles A. Kubilos, Los Angeles, Calif., assi'gnor to American Brake :Shoe Company, New York, NY., a corporationrof Delaware Filed Nov. 24, 1961, Ser. No. 154,479

17 Claims. (Cl. 290-40) This invention relate-s -to a servo-system for the con-trol of the rate of rotation of .a motor employing an electrical control circuit in which acurrent or voltage parameter applied at an input point appears at an output point at an .intensity responsive to the `frequency in the input to the circuit, `and to such electrical circuits. It Iis more particularly applied to an electrical circuit wherein the devi'ation from a reference frequency appears a-s a potential at the output of |the circuit, which potential is responsive to the deviation. In the preferred embodiment, the aforesaid deviation and 'the said potential appear as lan error signal in a closed loop servo system, which provides feedback means to reduce an ideally cancel the error signal.

In the preferred embodiment, a control of the rate of rotation of a motor which drives an alternator is provided. T-he alternating `current output of the AC. generator is placed series with a resonant circuit including an inductance in series with a capacitance, referred to as a series LC circuit. The impedance of the LC circuit `depends on the difference between the resonant frequency of the series LC circuit, -herein also referred to :as the reference frequency, and the output frequency of the generator. This frequency difference, i.e., :the difference -between the frequency of the generated signal and the reference resonant frequency -of the :LC circuit, is herein .referred to asa frequency error. The resultant current or potential in the -output circuit will vary with this frequency difference. It is hereinafter referred to as a frequency error signal. The resultant current -is gated through a series-connected transistor, connected in fa common base configuration. Thus, where a current `of the proper polarity and potential, depending on whether the transistors 1are NPN or PNP, arrives at the Vrequired intensity, the collector-emitter impedance is reduced to 4a low value, yand the transistor becomes conductive. At `lower values of potential at the base, or if the base is of opposite polarity, the `emitter-collector impedance becomes high and rthe transistor substantially non-conductive. The resultant gated current is integrated in anintegra-tion means. Means Iare provided, employing this integration means, to provide feedback to the alternator to control its speed .and -th-us the frequency of the alternator signal output, to reduce 'the frequency error signal and thus establish an A.'C. output at a frequency substantially the resonant frequency of the LC circuit.

.By making the signal at the integration circuit a D.C. 'signal which is of one polarity with respect to a reference potenti-a1, where the input frequency is greater than the reference frequency, and of opposite polarity when fthe alternator frequency is above .the reference frequency, the `frequency error signal may be made to control a D C. mot-or such las a torque motor. Such a motor may then controla servo-valve to valve fluid to a rfluid motor to hold the speed of the motor substantially constant at a set speed. Variations of the set speed, either an increase or decrease, are cancelled out by the electromechanical servo-system which thus controls the speed of the tiuid motor `to hold it lat substantially set speed.

The reference `frequency which thus establishes the magnitude of the set speed -is the resonant frequency and depends on the value of the iuductance Land the capacitance C of the series resonant circuit.

ICC

In the preferred embodiment of my invention, I .apply the `aforesaid system to the control of the speed of a hydraulic motor or other fluid motor, to which lan lalternator is connected, which alternator produces an alternating current signal whose frequency depends on the rate of motion ofthe fluid motor. The speed of the motor is controlled by a valved line which conducts fluid to the motor, to cause the rotation of the alternator which is driven by the motor. The speed ofthe motor is thus controlled by the 'setting of th-e valve. The valve setting is controlled by :an velectromec'hanical device, suc-h as an electromagnetic motor, in such 'a way that the valve setting is dependent upon the potential imposed on theA electromechanical device. By making the potential to be the frequency `error signal, the'displacement of 'the D C. motor is made responsive to vtheaforesai'd frequency error signal. The valve setting, Aand therefore the uid motor speed, can thus be made responsive to the magnitude of the frequency error signal. Thevalve, motor, alternato-r, LC circuit and the current integrator form a closed servo loop. If the control circuit, fluid motor and valve are made to be such that the iiuid motor speed desired is 'attained when the frequency error signal is reduced to a minimum, and if :the system also results 'in a valve setting which results in a reduction in .speed when the frejquency error `signal is of one pol-ari-ty and an increase in vspeed when of oppositepolarity, any variation in speed of the motor from a chosen or "set speed is .correcte-d by .ian automatic adjustment of .the valve, to cancel the aforesaid speed variation.

For the above purposes, one 'may vuse 'a servo-valve employing a motor 'which positions the servo-valve, to 'control the amount 'of fluid passed per unit vof time to `the fluid motor. The `change in position in the valve, due to fa change .in the signal 'applied to `the motor, increases or decreases the valve opening, to increase or vdecrease 'the speed ofthe fluid motor and thus the frequency ofthe A.C. signal developed by the alternator. The 'valve 'positioni-s thus varied, responsive tothe sig- '-nal, to adjust Ithe speed of 'the motor to the desired speed at which the frequency .of the A.C. signal is substantially that of .the resonant frequency of the series LC circuit, ie., the set speed.

There are `several types of valves which may be used to function in this manner inthe system of my invention. I may employ any valve whose `port opening maybe made responsive to la signal, as, for example, where `the valve member varies the 4,port opening and is `itself `actuated by va motor means which is .responsive to -an electrical signal. In my preferred embodiment, I may employ a single or double stage servo-valve. Such valves are illustrated by the Atchley Patents Nos. 2,884,906, 2,884,907 and 2,962,611, and ULS. application Serial No. 755,534, filed August 18, 1958, now Patent No. 3,017,864, as Iwell vas the Moog Patent No. 2,625,136. VIn the above valves,

as illustrated, the valve set-ting is controlling by a torque mot-or whose displacement is proportional toa D.C. `potential to the coils of the torque motor.

`The above and other objects of my invention will be further understood yby reference to .the following description, taken together with the drawings.

FIG. l ,is a section through one form of .the servo valve.

FIG. 2 is 'a .section taken on line 2 2 of FIG. l.

FIG. 3 is a schematic diagram of the servo-system employing the control system of my invention to control the .speed of a constant displacement fluid motor.

FIG. 4 is a schematic diagram similar to FIG. 3, but applied to a variable displacement motor.

FIG. 5 is a schematic wiring diagram of my control circuit.

VFIGS. 6-10 are plots of circuit parameters illustrating Ithe operation of the control circuit of my invention.

The valve of FIGS. 3 and 4 is described more fully in the aforesaid Atchley patent (U.S. Patent No. 2,884,907), to which reference is herewith made, and is employed for purposes of description and not as a limitation of my invention. As suggested above, other types of valves which are positioned by an electromechanical means'to. control the flow of a fluid may be used, including thosel suggested above.

The above Valve is a two-stage valve in which there is a symmetrical first stage, forming a hydraulic bridge cornposed of an ejector jet and two receptor jets, and a spool valve having a second stage with chambers in each end of the spool to receive modulated pressures, the pressures in each chamber being called the control pressure. The spool valve valves the fluid to the uid motor and the return from the motor. A feedback spring is provided between the spool and the ejector jet pipe, to introduce a force feedback loop to make the spool position responsive to the signal force. In such systems the valve port opening is a function of spool position, which is in turn a function of the input signal tothe torque motor. The second stage value includes a spool -1 carrying lands 2, 3, 4 `and 5, slidably mounted in a bore 6, positioned in a sleeve 7, which is mounted in a valve case 8, with suitable sealing O-rings. The spool is retained in the valve case by the retaining nuts 10-.and 11, and bythe plugs 12 and 13, which carry stopy plugs 14, and which are sealed in the bore 6 by means of the O-ring15. The valve case is grooved by circumferential grooves 16Y and 17, and thecircumferential grooves 16 and 17 are milled out at one side to form the 4arcuate slots 16 and 17'. The slots are connectedby a longitudinal bore sealed by the sealing plug 25a, shown in dotted lines.

The pressuresupply is supplied through port 24', shown dotted, which inter-sects the bore 25'. The sleeve v7 is formed with the circumferential groove'18, which registers with the 'circumferential groove 16, and the circum- .ferential groove 19, which Vregisters with the circumferential groove 17. A port 20 provides communication between the groove 18 and the interior of the spool between lands 2 and 3, and 4aport 21 provides communication between the groove `19 and the interior of the spool between lands 4 and 5. The spool is also provided with circumferential groove 24, which intercepts the bore 28, and a circumferential groove 25, which intercepts the bore 29. The square ports 26 and 27 (shown in dotted line 'in FIG. 1)l pass through the sleeve at lands 3 and 4 respectively, and at

grooves

24 and 25 respectively, connecting the bore 6 with the

grooves

24 and 25 between lthe lands, as indicated, when the spool is displaced, the degree of displacement of the lands varying the orifice opening -at the ports 26 and 27.

The first stage includes an ejector jet and two receptor jets. The receptor jet plug 30 is mounted in a central bore 31 in the sleeve 7 and carries two receptor jet bores 32 and 31, communicating with the

longitudinal bores

33 and 34, respectively, which communicate with the charn- -bers 35 and 35', respectively, one at each end of the spool 1. Mounted in a central bore through Ia slot 41' in the case is a jet pipe 41,having 'a jet bore 42 and a jet nozzle 43. The input port is connected through a lter 49 and a iiexible conduit to the bore 42 of the jet pipe 41. The pipe is positioned with the outlet of the jet nozzle between the entrance to the receptor jet bores 31 and 32. The slot 41 (see FIG. 2) intercepts the grooves 22, which in turn intercepts the port 311', which, as will be seen from FIG. 1, is aligned with the inlet 24. The jet pipe is mounted on a exure composed of a tubular exure 47, connected to an armature 47 of the torque motor 44. The armature is mounted on` torsion-al eXure 46.

The bores 23 (see FIG. 2) are positioned in the sleeve 7, to connect the interior of the sleeve between lands 3 4 and 4 with the outlet port 31. A ilexible rod 48 connectsthe spool 1 and the jet pipe 41.

The coils 45 of the torque motor, of which there aref two in number, are arranged in push-pull connection',- with the four leads being connected so that the magnetic eld through the armature generated by the current through the coils modifies the magnetic tield of the torque motor, to cause the displacement of the armature 47' when a signal is imposed upon the coils.

When no signal is impressed on lthe coils, the jet pipe is centered between the receptor jets, and the uid entering through the port 24 irnpinges equally on the receptor jets. The pressure in

chambers

35 and 35 will be equal, and the spool will take a central position, closing oftr the bores 26 and 27. No fluid ow goes to or through the ports 2S and 29.

If a signal, i.e., a potential, is applied to the torque motor, the signal, depending on the polarity, will cause a displacement of the armature 47' of the torque motor and therefore ofthe jet pipe 41. The nozzle 43 will take a position so that it will overlap one of the bores 3i or 32 more than the other of the bores, depending uponl the direction of the jet pipe movement. A diilerentiall pressure is produced between

chambers

35 and 35. This will cause a displacement of the spool until the ilexure in the rod 48 creates a lforce to balance the force imposedi by the torque-motor on the jet pipe, at which time the spool will not be displaced any further. Fluid from the supply will come from the input 24' through the bores 26 or 27, depending upon the direction of movement of the spool. Assume the spool displacement is to the right. The port 28 is connected to the supply port 24' via 25', 15, 20 and26. The return from the liuid motor enters 29 and discharges through 31' via ports 27, 21 and 213.

The magnitude of the spool displacement, and therefore the opening of the ports 26 and 27, depends on the magnitude of the signal which, by displacement of the armature, against the counter force of the feedback rods, moves the spool to a position responsive to the signal at the torque motor. This valves more or less fluid into lines 28 or'29, as will be fully understood from the above and from the description in the Patent No. 2,884,907.l

FIGS. 3 and 4 show schematically the application ofi such a valve to a iiuid system of my invention. The valve 'and torque motor of FIGS. 3 and 4 are shown in schematic form, and ports on FIGS. 3 and 4 are shown as like` numbered ports on FIGS. l and 2, and the valve and torque motor are understood to be those described above.

` FIGS. 3 and 4 illustrate the applicationV of a servo-valve ina servo-system employing the electrical control Vcircuit to be more fully described below. In these systems, the uid system which powers a fluid motor is controlled by an electromechanical device actuated by an input signal responsive to the speed of the motor, which actuates a valve which yvalves the Huid to the motor.

In the preferred embodiment of my invention, I prefer to employ a servo-valve.

In the for-ms as illustrated, employing the valves such as are described in connection with FIGS. 1 and 2, the control pressure difference is modulated in such a way that when the motor speed is at a set speed, the control pressures are balanced; when the control speed is above the set speed, the differential control pressure is in one direction to cause a consequent reduction in speed; and when the speed is below a set speed, the control pressure difference is in the opposite direction to cause a consequent increase in speed. This control pressure modulation is caused by means of a motor responsive to an electrical signal in the form illustrated. The electrical signal to the motor is controlled by the control circuit discussed above and more fully described below.

FIG. 3 shows the application of the above servo-valve, in a servo-system to control the speed of a constant dis-l placement fluid motor, wherein the quantity of fluid pass-- ing per unit of time fro-m a source of pressure. to. tht: iuid.

motor is Controlled by the position of the valve member to a signal from the controlled device, i.e., the fluid motor, whose speed is responsive to the said fluid quantity rate. rThe quantity `rate of the `fluid is `such that, when the signal `is at a minimum or zero, `it is suicient to establish the desired set speed; and when the signal is iinite and in one direction, and the motor speeds up above said set speed, the `quantity rate lis diminished to reduce the speed of the motor; and when the `speed falls below said speed, the signal is finite in the `opposite direction, so that the quantity rate is increased and the motor speed is up.

In FIG. 4 the system yis a position servo-system, in which the position of a servomotor` controls the speed of the controlled fluid motor by means of a servo-valve whose valve member position determines the position of 4the servo-motor. The `controlled motor is a variable displacement motor whose speed is responsive to the position of the servo-motor. The positionof the servo-motor establishes the set speed of the iiuid motor when the signal to the servo-Valve is at a minimum. As the speed increases above set speed, the signal is in one direction and is applied "to the servo-valve, and the valve member is shifted in "one direction. This results in the servo-motor Vtaking a new position Sto reduce the speed of the tiuid motor. Asthespeed fallsilbelowset speed, a signal in the opposite direction is applied to the servo-valve; the valve member fshifts, to Acause the servo-'motor to move lin the `opposite direction toa new position, to cause an increase inthe `speed 'of the fluid inotor.

Theiservo-valve may be 4any of those referred to above. In FIGS. 3 and 4, the valve of FIGS. `l .and 2 is illustrated. The valve member referred to in such case is the spool.

In FIG. 3 the liuid source, forexample a liquid tank 51, is connected through a pump S2 and line 53 to the input port 25a of the valve of FIGS. 1 and 2. Itis also :con- -nected by a branch line 54 and throttle valve 55 and line 56 to the constant displacement hydraulic motor 57, which acts to rotate a shaft 58. The return line 59 connects the discharge port of the motor to the reservoir. Port 29 of the `servo-valve is connected by a line `60 to the line 56 -downst-ream from the valve 55. Port 28 is blocked off by a plug or valve. `a line 62- to the return line `59 downstream from the The return port 31 is connected by motor 57.

The sha-ft 58 is connected to Ithe load `63 and to an alternator which acts as a tachometer to give an alternating current of frequency responsive to the rotation of the shaft 53. It is schematically illustrated at 64 and shown as driven through a gear drive 65.

In FIG. 3, assuming the valve S5 closed and the motor 57 at rest, nov signalappears at the torque motor, and the jet pipeand spool are centered. Ports 26 and 27 are closed. The valve 55 isopened. Fluid iiows through valve 55, and the motor 5! starts. The `speedof the iiuid motor depends on the quantity rate of flow of fluid to the motor. Assume that the valve position of 55 issuch as to give a quantity flow rate to establish a -motor speed which is below set speed. As stated above and as will be more fully described below, a relatively large D.C. signal appears at the coils 45. Assume that this is of a polarity to cause the jet pipe 41 to deflect in a counter-clockwise direction. Assume, for purposes of explanation, that the signal be defined to be of positive polarity. The pressure in chamber 35 becomes higher than in 35, and the spool moves to the left.

The displacement of the jet pipe and spool introduces a exural force in the spring rod 457, which opposes the electromagnetic force; and the spool, 1 comes to a stop when such balance-is attained, the movement of the spool uncovering port 27 and connecting it and fluid flows via 53, port 24', port 17, port 21, port 27, annulus 25 into port 29, to add to the liow through 55. Port 2S being blocked, no flow occurs through the return port 31. The

6 motorspeeds up, the frequency'rroi' signal decreases, and thus the D.C. signal at coils 45 decreases. y

As `will be more fully explained below, the magnitude of the signal in the regions remote from the set speed increases with motor speed and then falls to Zero at substantially the 'set speed. The signal at the torque motor thus increases as the motor speeds up, opening port 27, thus accelerating the motor. As the motor approaches set speed, the signal decreases sharply, vand becomes a minimum and ideally zero when the set speed is obtained.

The original liexure in the rod 43 moves the jet pipe clockwise, thus reducing the pressure differential in

chambers

35 and 35. As the pressure differential decreases, the flexed rod 45 tends to bring the spool and the jet pipe back to center. Thus, as the valve is gradually opened, the motor speeds up and the iow through 55 increases and that through increases and then the opening of the valve 55 is sufficient to establish the set speed at 58, the spool 1 is centered and no flow is present in 60, port 29 being blocked off at 27 by the land 4. As long ras all conditions remain unaltered, this should establish the set speed.

Should the speed of the motor 57 increase `above set speed (for example, because of a reduction in load,) a signal appears at coils d5 of opposite potential to that when the motor was at a speed below setspeed.

As is stated above and will bernore fully described below, the signal at the torque motor in the region close to but above set speed is a relativelylarge value of negative polarity, i.e., opposite to that postulated for motor speeds below set speed. As the speed decreases, vthe signal becomes sharply less negative, until it becomes substantially zero again atxset speed. The large negative signal causes the torque motor to deliect the jet pipe in a clockwise direction. Pressure in 35 being greater than in 35', the spool moves `to the fright. This opens port 27 to 'annulus 22 and outport port 31, bleeding off a part of the ow through 56 and Minto port 29, through port 27, annuius 22, ports 23 (see FIG. 3), -into output port 31', line 162, back to the reservoir 51. The reduced iiow of -fluid to 57 will cause a reduction in speed; This reduces the signal and thus the spring flexural forces tend to bring the jet pipe 'and spool towards center, reducing the opening of 527. This reduces the by-passing 'of the fluid. Thus, the motor decelerates at a decreasing rate until it reaches set speed, at `whichtime substantially no signal appears at the -coil 45, and the spool again centers, and flow through .69 is cut off.

FIG; `4 illustrates the Aapplication of the system to a variable displacement motor. In such motors the quantity or pressure fof the motor Huid passing to and through the motor is maintained substantially constant; and Ythe motor speed or output torque is varied by varying the displacement of the motor. Such mt'orsare Well known, as Vwill be understood by those skilled in the art. See Shaw UJS. Patent 2,713,312; Bonnette et al., U.S. Patent 2,699,123; Parr, etal., U.S. ``.Patent*2,835,228; Born, U.S. `Patent 2,619,041. For descriptive purposes, one such motor is illustrated schematically in FIG. 4 as employing the servo-system of my invention, illustrating an application of the above -devices wherein the cam plate is positioned by a servo-motor, as illustrated hereinbelow. The design of such hydraulic motors forms no part of this 'invention.

The servo-valve of FIGS. l and 2 is connected so that line 76 :connects port 28 to one sid'e of the servo-motor piston 78, reciprocally mounted in cylinder 77 The piston is biased to the right, as shown, by a spring '79. The port 29 is connected by line 76 to the cylinder 77 on the opposite side of the piston 78. Piston 78 is connected to a cam plate 81 by a hinged joint. The cam plate 81` is pivotally mounted on pivot pin 82 in the case. FIG. 4 shows schematically that the angular position of the cam plate (angle a), operating on rods 84 and'84, determines 7 the stroke of the motor 72 and the rate of rotation (r.p.m.) of the output shaft 85 driven by the motor.

The power to drive the motor comes from a reservoir 61 containing fluid such as a liquid, lthe liquid being pumped by pump 68 through the throttle valve 69, line 70 and '71, into the input port of the motor 72, the return from the motor passing through line 73 back to the reservoir 61.

Flow from the line 70 also passes through line 74 into port 24' of the servo-valve. The return port 31 is connected by line 73 to the reservoir 61.

The shaft 85 is connected to an alternator 86, such as is shown at 64 in FIG. 3, and to the load 87.

The A.C. current output of the alternator is applied to the control electrical circuit 66 to generate a D.C. signal, which is applied to the torque motor 44 in the manner to be described in connection with FIG. 3, and more fully described below.

The position servo-motor piston determines the fluid motor speed, and the piston position is determined by the position of the spool valve which, in turn, is determined by the magnitude and direction of the signal applied to the torque motor.

With valve 69 closed and no signal applied to the torque motor 44, the spool 1 of the valve of FIG. 1 is centered, and the control pressures are balanced. The fluid pressures on both sides of the piston 78 are balanced, and the spring bias of the spring 79 has moved the piston 78 to the right, as shown, and the cam plate is at an eXtreme angular position with the angle a at a maximum, as illustrated in FIG. 4. This is the condition for the motor control when the motor is stationary with valve 69 closed.

When the valve 69 is opened, the torque imposed on the motor shaft 85 is at a maximum. The shaft torque is proportional to the angle 11. The motor starts to speed up, and the D.C. output from the control circuit 66 appears at the torque motor 44. The frequency of the A.C. output of the alternator 86 increases as the motor speed increases. A signal appears at the torque motor coils. Assume this signal to be of positive polarity, following the above connection. The torque motor armature is displaced counterclockwise, to increase the pressure in 35 above that in 35. The spool 1 moves to the left, and the port 26 is connected to port 28 and to port 24', and port 29 to port 27, and to the discharge port 31. Since at starting speed the cam plate is at an angle a, to develop a torque in excess of load, the motor tends to speed up. As the motor speeds up, the D.C. signal at the torque motor coils increases in positive value, and the port opening of 27 increases.

As previously described, as the motor speed increases, the signal to the torque motor increases in positive value. This moves the spool'further tothe left, increasing the port opening at 27 and 26. This increases the pressure differential across the piston 78, moving it to the left against the bias of spring 79, reducing the cam angle a and thus reducing the speed of the motor. So long as the speed of the motor is above set speed, and the angle a is greater than that at set speed, the motor torque is greater than the load, and the motor accelerates, but at a reducing rate as it approaches set speed.

`As it reaches the region of set speed, the D.C. potential falls sharply to a substantially zero value. The bias on the spool moves the spool 1 to its central position, closing ports 26 and 27.

As the speed of the motor rises above set speed, a D.C. potential of opposite polarity (negative polarity) appears at the coils of torque motor 44. A large negative signal appears at the torque motor, moving the jet pipe 41 in a clockwise direction, thus increasing the pressure in 35 above that in 35, and thus connecting port 24 through port 27 to port 29 and line 76', and connecting line 76 through port 28 with line 76. The piston 78 is thus moved to the left, as shown, against the spring bias of spring 79, and is thus reducing the cam plate angle a and reducing the speed of the motor.

Should the speed of the motor fall below the set speed, the D.C. signal of the originally described polarity, i.e., positive polarity, appears to cause the torque motor to move the valve to connect line 76 to the input port 24' and the line 76 to the output port 31. The piston 78 moves to increase the cam plate angle a and thus increases the speed of the uid motor. The fluid motor is thus controlled at the set speed.

A preferred embodiment of my control circuit to accomplish the above functions is illustrated in the schematic circuit diagram of FIG. 5.

The output of the alternator 86 (64 of FIG. 3 or 86 of FIG. 4) is applied at 85 and 86, which form the input terminals of the control circuit 66, as shown in FIG. 5. In series with the output terminals and 86' of the alternator is an LC circuit composed of the inductive impedance 87 in series with the condenser 88, forming a series resonant circuit. The inductance and condenser 88 is shown schematically as variable, not necessarily because variable ind-uctance and condensers need be employed, but to show that the value of L and C of the inductance and condensers may be of different values, so

long as the product of LC is at the value to give a resonant Y frequency which will establish an output potential of the control circuit in the desired direction and magnitude,

vas will be more fully described below. The input terminal 85 of the control circuit is connected in series with the emitter 89 of the transistor 90, and the collector 91 of the transistor is connected through resistance 92 to the output terminal 93, forming one pole of the output terminals of the control circuit.

The base 94 of the transistor 90 is connected, through a resistancek 95, by a conductive connection to a point 96 between the inductance coil 87 and the condenser 88. The other input terminal 86' of the control circuit is connected in series with the emitter 96 of the transistor 97, Whose collector 98 is connected to the pole 100 of the output terminal. The base 101 of the transistor 97 is connected through resistor 102 to 96 by a conductive connection.

Across the

output terminals

93 and 100 is connected the RC circuit, composed of a resistance 103 and the condenser 104. The

terminals

93 and 100 are connected to the coils of the torque motor, as shown in FIGS. 3 and 4.

It will be noted that the transistors and 97 are shown as N-P-N transistors connected as series gates in common base configuration, whereby, whenever the signal at 96 is positive, it triggers the

transistors

97 and 90 to make them conductive, and places them in substantially non-conductive condition whenever the signal at 96 is below a minimum level for saturation of the transistors or is at a negative polarity. One of the transistors operates on one half cycle in a normal manner, while the other of the transistors on the same half cycle acts as an inverted transistor, reversing their roles on the other half cycle.

The resonant frequency (in cycles per second f6) of the series resonant circuit, composed of inductance 87 in henrys (L) and condenser 88 in farads (C), is given by the equation:

This frequency may thus be termed the reference frequency.

In such circuit the impedance of the LC circuit is at a minimum when the applied frequency at 85 and 86 is at the above resonant frequency (fo). However, the minimum value of this impedance is such that it does not put a significant additional load on the alternator. The impedance of the LC circuit is significantly higher, for example, 5 to 10 times, the load impedance, for example, the impedance of the torque motor coils.

When the alternator output frequency f is at the resonant frequency fo, the voltage at 96 is 90 out of 9 phase to the applied voltage at 85 and 86', i.e., the phase angle is negative 90. When f is less than fo, the phase angle is negative and less than 90; and for output frequencies greater than fo, the phase angle of the current is negative and greater than 90.

The net current appearing at the integration RC circuit 103 and 104 thus depends on the above phase angle. FIGS. 6, 7 and 8 illustrate the effect of phase angle on the net current, and FIGS. 9 and 10 illustrate the relation between the motor speed Vand input and output voltage of the control circuit. rThe above figures are not intended to be'quantit-ative, but merely illustrative. FIG; 6 illustrates a condition when the input frequency f at 85 and 86 is at the resonant frequency fo. The phase angle -of the switching current at y96 is 90 with respect to the input at 85 and S6', and the net integrated current at 93 and100 through the torque motorcoils has an avenage value whichis substantially zero. The voltage `E3 at the output-terminals y93 and 100 is at substantially zero value.

FIG. 7 illustrates a condition where the frequency (f) is below the resonant frequency (fu) at such value that the phase angle of the switching .current is 45 with respect to the input. The net integrate-d current is positive. The magnitude of the integrated, positive currentfis the greater as the value of the kphase angle becomes less negative than -9'0.

FIG. 8 illustrates a condition where the frequency (f) is more than the resonant frequency (fo) at such value that the above phase angle is -13'5. The net integrated current is negative, i. e., the potential appearing at 100 and 93 is of the opposite polarity to that appearing where the frequency 1") was belowfo.

FIG. 9 illustrates such a cond-ition, where the output potential El (see FIG. 6) is plotted against f, and the 4dotted vertical indicates the frequency at the `set speed, i.e., at the resonant frequency of the series resonant circuit LC. As will be seen from FIGS. 7, 8 and 9, the transistor action produces an effective demodulation of the A.C. current. The transistors `tact to block the current for portions lof the cycle depending upon the above phase relations. This action thus introduces a D.C. component Whose average value and Ipolarity depend on the sign and magnitude of theffrequcncyterror, ie., the direction and difference between the generated A.C. fre` quency and the reference frequency, which is the resonant frequency of the series resonant circuit. The reso nant circuit thu-s converts the frequency `error to ia phase error, and the transistors convert the phase error to a DC. component which, acting with the averaging cir= cuit, that is, the lter 103 and 104, or the coils 45, if the proper Q value, establishes the D.C. potential E3.

The output voltage of the alternator is a function of its speed of rotation and for purposes of this explanation may be taken as proportional to speed at low values of the speed. The output voltage of the alternator, while substantially proportional to the speed at low outputs and speeds, falls off as the speed increases. At speeds within the practical range of interest, in the region of the set speed (dotted vertical) the voltage output varies but a relatively small percentage with speed, i. e., the curve of FIG. 8 is relatively flat.

FIG. 10 illustrates the variation of the output voltage E3 with input frequency of the alt'ernator. As will be seen, at frequencies below resonant frequency, E3 rises to a maximum as frequency approaches thefresonant frequency, and then falls sharply, reaching zero at the resonant frequency, shown at the dotted vertical, and then becomes rapidly more negative as the output frequency rises above the resonant frequency. It will be understood that the cross-over from positive to negative may occur at finite values of E3, positive or negative, depending on environmental conditi-ons or circuit parameters used. The position of the cross-over may be taken as zero for purposes of this description.

It `will be noted that, although the input voltage changes but little either side of set speed (see FIG. 9), the output voltage varies sharply at the resonant frequency, going from a large positive value to a large negative value over a small frequency range. The system is highly sensitive to motor speed and is not materially'atfected by amplitude variation of the input signal in the region of the set speed.

In designing the control circuit, the resistance of the base resistors are taken so as to establish anequal bias at the

bases

94 and 101, so that, when the bias is positive, both the transistors are satunated and conductive. The resistances are made sufficiently large with respect vto the impedance in the circuit to establish the necessary triggering potential. The

resistances

92 and 103 are rela tively lower in resistance. The resstances and the capfacitance of the condenser 104 are made such as to establish an RC integrating circuit. It als-o acts in combination with the rest of the circuit, including the torque motor coils, to effectively make the torque motor coils an essentially resistive load.

The following illustrates an example of suitable parameters for a control circuit for use with an Atchley valve, las described above. Inductance S7 is 1 henry, capacit-or 88 is 0.0025 microfarad, resistors 95 and 1.02 are 300K, resistor 103 is 2000 ohms, resistor 103 is 200 ohms, Vand condenser 104 is 100 microfarads, for torque motor coils, two in number and series connected, each having an inductance of 1 henry and a D.C. resistance of 1000 ohms. The above example is to be taken as an illustration and not as a limitation of my invention.

Since the torque motor is a D.C. device, butwith an inductive load, it is desirable to use the RC circuit com- .

posedyof

92, 103 and 104, to avoid the interference of the inductive load with the operation of the device. However, if the Q of the torque motor coils, ie. the ratio of the inductive reactance totresistance, is favorable, it may itself act as an integrating filter. In such case, the filter-composed of 103 and 104 need not be used. This may Ibe desirable, since -it avoids reduction in the value of E3 due to an impedance of the RC circuit.

Instead of using NPN transistors, I may employ PNP transistors with appropriate connections.

Employing the above circuit, as will appear Ifrom the foregoing, when the motor is at set speed and the frequency appearing at and 86 is at the resonance frequency, the potential of the E3 is substantially Zero. No signal appears at the torque mot-or, and the servo-valve is centered. If, for example, the load decreases and the motor speeds up t-o raise the output frequency above resonance frequency, the voltage rises sharply to a high negative value. The Iservo-valve spool is displaced so as to cause a decrease in speed of the motor, whereupon, as the motor reaches the set speed, the output frequency is again `at resonance frequency. The signal to t-he torque motor is again reduced in value to substantially zero, and the spool is again centered. If the speed of the motor falls below set speed, the output voltage E3 rises sharply to a high value of opposite polarity, and the torque motor moves the spool from center in the opposite direction, toresult in the increase in speed up to set speed.

The output voltage E3 is thus a signal at the Vinput to the torque motor, -w-hich is displaced in a direction t-o introduce a negative feedback effect to the generator drive, to cancel out the Ifrequency error at E1, resulting from the variation in speed from the motor from set speed determined by the frequency value of the control cir cuit including the series LC circuit.

While I have described a particular application of my control circuit, whose output signal is sensitive to the direction -as well as magnitude of the frequency error signal, to control the position of a servo-valve member, which in turn determines the valve openings and the fluid motor speed, it is to be understood that the frequency error sign-al may be used to control in any other sysl1 tem where the controlled variable results in an A.C. output of an alternator whose frequency is a function of the magnitude and sign of the controlled variable.

While I have described particular embodiments of my invention for the purpose of illustration, it should lbe understood that various modifications and adaptations thereof may be made, within the spirit of the invention, as set forth in the appended claims.

I claim:

1. A `servo-system -including an A.C. generator, a power system for driving said generator, the frequency of the generated current being responsive to a variable in a power system driving said generator, a control circuit having input connections connected to the output -of said generator and output connections, sa-id control circuit including a resonant circuit, said circuit connected in series with the input connections and in series with the output connections of said control circuit, means to control said power system, means coupled to said resonant circuit and controlled by said resonant circuit to demodulate said generated current to establish a D.C. component in said generated current, said resonant circuit coupled to said input and to said dem'odulating means and responsive to the phase difference between the generated current and the current in said resonant circuit, said phase difference being responsive to the sign and magnitude of the difference between the frequency of said generated current and the resonant frequency of said resonant circuit, and means to integrate the said demodulated current to establish an average D.CA potential which, in polarity and magnitude, is responsive to Isaid magnitude and sign of said frequency difference, and means responsive to said potential to control a variable of said power system and the frequency of said generated current, to maintain the same at substantially the resonant frequency of said resonant circuit.

2. In the system of claim 1, said means to demodulate said generated current `including a pair of transistors, each connected in common base configuration, oneof said transistors on each half cycle of the generated current connected as an inverted transistor, the collector and emitter circuit of one of said transistors coupled in series with one of the input terminals and one of the output terminal-s of said control circuit, said resonant circuit being a series resonant circuit comprising'an inductance conductively connected in series to a capacitance, the inductance of said series resonant cir-cuit coupled to said emitter-collector circuit of said one transistor, and the emitter-collector circuit -of the other of said transistors coupled in series wih the other input terminal and the other output terminal and coupled to the capacitor of said series resonant circuit, and the base of said transistors connected by a conductive connection to the series resonant circuit `at a point between the inductance and capacitance.

3. In the system of claim 2, said means responsive to said D.C. potential including an electromagnetic motor having coils connected to the output of said circuit.

4. In the system of claim 2, said means to integrate said demodulated current including a resi-stance in series with a capacitance forming an RC circuit in series with Asaid outputvterminals of said control circuit and with the -coils of said electromagnetic motor.

5. In 4the system yof claim 1, in which said power source is a uid motor and said variable of said power system is the speed of said motor, said means to control the speed of said motor comprising a servo-valve having valve ports and a valve member controlling the opening of said valve ports, a fluid power source connected to said valve ports,

vmeans responsive to the position of said valve member to control the speed of said fiuid mot-or and means to control the said Valve position including an electromagnetic motor having coils, said coils being coupled in series with the output of said control system whereby the D.C. potential, at said coils, actuates said electromagnetic motor 4connected to said valve member, to adjust the position of said valve member to control said Vspeed and maintain said generated frequency at substantially said reference frequency.

6. In the system of claim 5, Isaid means to demodulate said generated current including a pair of transistors, each connected in common base configuration, one of said transistors on each hal-f cycle of t-he generated current connected as an inverted transistor, the collector and emitter circuit of one of said transistors coupled in series with one of the input terminals and one of the output terminals of said control circuit, said resonant circuit being a series resonant -circuit comprising an inductance connected in series to a capacitance, the inductance of said series resonant circuit coupled to said emitter-collector circuit of said one transistor, and the emitter-collector circuit of the other of said transistors coupled in series with the other input terminal and the other output terminal, and coupled to the capacitor of said series resonant circuit and the base 'of said transistors, connected by a conductive connection to the series res onant circuit at a point between the inductance and ca pacitance.

7. In the system of claim 6, said means responsive to sai-d D C. signal including an electromagnetic motor having coils connected to the output of said circuit.

8. In the system of claim 7, said control circuit also including a resistance in series with a capacitance, forming an RC circuit in series with the output terminals of said control circuit and with the coils of said electromagnetic motor.

9. In the system of claim 5, said fiuid motor being a constant displacement motor, a fiuid power connection to said motor, a throttling valve in said connection, a fluid discharge connection from said motor, a by-pass connection around said valve, including said servo-valve, said servo-valve including a first port in said servo-valve connected to the high pressure side of said throttling valve and a second port in said servo-valve connected to the 10W pressure side of said throttling valve and a third port connected to the discharge connection from said motor, whereby, when the D.C. signal is of one polarity, said valve member is positioned to open said first and second ports and thus open the by-pass around said throttling valve and close the said third port connected to said discharge from said motor, and when the D.C. signal is of the other polarity, the third port is connected to the port connected to said low pressure side of said throttling valve and closing the second port connected to the high pressure side of said throttling valve.

I0. In the system of claim 9, said control circuit including a pair of transistors, each connected in common base configuration, the collector and emitter circuit of one of said transistors coupled in series with one of the input terminals and one of the output terminals of said control circuit, a series resonant circuit comprising an inductance conductively connected in series to a capacitance, the inductance of said series resonant circuit coupled to said emitter-collector circuit of said transistor, and the emitter-collector circuit of the other of said transistors coupled in series with the other input terminal and the other output terminal, and coupled to the capacitor of said series resonant circuit, and the base of said transistors connected by a 'conductive connection to the series resonant circuit at a point between the inductance and capacitance.

11. In the system of claim 10, said means responsive to said D C. potential including an electromagnetic motor having coils connected to the output of said circuit.

12. In the system of claim 9, said meansrto integrate said'demodulated current also including a resistance in series with a capacitance forming an RC. circuit in series with said output terminals of said control circuit and with the coilsV of said electromagnetic motor.

13. 1n the system of claim 5, said fluid motor being a variable displacement motor, said means to vary the speed of said motor including means to vary the displacement of said fiuid motor, said last named means including a servo-valve and a servo-motor, said servo-motor having a spring biased servo-motor piston, a first servomotor port in said servo-valve connected to one side of said servo-motor and a second servo-motor port in said servo-valve connected to the other side of said servo piston, a third port in said servo-valve connected to a fluid discharge line, and a fourth port connected to a source of fluid pressure, said valve member being moved to valve fluid into said servo-motor on one side of said servomotor piston from said source of fluid pressure through said fourth port and one of said servo-motor ports, when said D.C. signal is in one direction, and to discharge fluid from the other side of said piston through the other of said servo-motor ports to said fourth port on application of a D.C. signal in the other direction, said electromagnetic motor moving said valve member to connect said first mentioned servo-motor port to said fourth port and to said discharge, and to connect said second mentioned servo-motor port to said third port and to said pressure source.

14. In the system of claim 13, said means to integrate said demodulated current including a pair of transistors, each connected in common base configuration, the collector and emitter circuit of one of said transistors coupled in series with one of the input terminals and one of the output terminals of said control circuit, a series resonant circuit comprising an inductance connected in series to a capacitance, the inductance of said series resonant circuit coupled to said emitter-collector circuit of said one transistor, and the emitter-collector circuit of the other of said transistors coupledV in series with the other input terminal and the other output terminal and coupled to the capacitor of said series resonant circuit, and the base of said transistors connected by a conductive connection to the series resonant circuit at a point between the inductance and capacitance.

15. In the system of claim 14, said means responsive to said D.C. signal including an electromagnetic motor having coils connected to the output of said circuit.

16. In the system of claim 15, said means to integrate said dernodulated current also including a resistance in series with a capacitance forming an RC circuit in series `with said output terminals of said control circuit and with the coils of said electromagnetic motor.

17. A control circuit for an alternator to control the rate of rotation of the alternator to maintain the frequency of the A.C. current developed by the alternator substantially constant, said circuit including a pair of input connections and a pair of output connections, a series resonant circuit in series with said input connections, said series resonant circuit including an inductance in series with a capacitance, a pair of transistors connected in common base configuration, the emitter-collector circuit of one of said transistors coupled in series with one of said input connections and one of said output connections, the base electrodes of each of said transistors coupled by a conductive connection to said series resonant circuit at a point between said capacitance and said inductance a like one of the other of the electrodes of said transistors coupled to one of said input connections and the other electrode of each transistor coupled to one of said output connections.

References Cited by the Examiner UNITED STATES PATENTS 1,694,637 12/ 1928 Bethenod 32232 1,872,243 8/ 1932 Churcher 290-40 2,151,127 3/1939 Logan et al 290-40 2,637,015 4/ 1953 Franklin 290-40 X 2,682,633 6/1954 Woerdemann 290-40 X 2,866,150 12/ 1958 Lewis 290-40 X 2,916,635 12/1959 Nicita 290-2 ORIS L. RADER, Primary Examiner.

Examiners.

Claims

1. A SERVO-SYSTEM INCLUDING AN A.C. GENERATOR, A POWER SYSTEM FOR DRIVING SAID GENERATOR, THE FREQUENCY OF THE GENERATED CURRENT BEING RESPONSIVE TO A VARIABLE IN A POWER SYSTEM DRIVING SAID GENERATOR, A CONTROL CIRCUIT HAVING INPUT CONNECTIONS CONNECTED TO THE OUTPUT OF SAID GENERATOR AND OUTPUT CONNECTIONS, SAID CONTROL CIRCUIT INCLUDING A RESONANT CIRCUIT, SAID CIRCUIT CONNECTED IN SERIES WITH THE INPUT CONNECTIONS AND IN SERIES WITH THE OUTPUT CONNECTIONS OF SAID CONTROL CIRCUIT, MEANS TO CONTROL SAID POWER SYSTEM, MEANS COUPLED TO SAID RESONANT CIRCUIT AND CONTROLLED BY SAID RESONANT CIRCUIT TO DEMODULATE SAID GENERATED CURRENT TO ESTABLISH A D.C. COMPONENT IN SAID GENERATED CURRENT, SAID RESONANT CIRCUIT COUPLED TO SAID INPUT AND TO SAID DEMODULATING MEANS AND RESPONSIVE TO THE PHASE DIFFERENCE BETWEEN THE GENERATED CURRENT AND THE CURRENT IN SAID RESONANT CIRCUIT, SAID PHASE DIFFERENCE BEING RESPONSIVE TO THE SIGN AND MAGNITUDE OF THE DIFFERENCE BETWEEN THE FREQUENCY OF SAID GENERATED CURRENT AND THE RESONANT FREQUENCY OF SAID RESONANT CIRCUIT, AND MEANS TO INTEGRATE THE SAID DEMODULATED CURRENT TO ESTABLISH AN AVERAGE D.C. POTENTIAL WHICH, IN POLARITY AND MAGNITUDE, IS RESPONSIVE TO SAID MAGNITUDE AND SIGN OF SAID FREQUENCY DIFFERENCE, AND MEANS RESPONSIVE TO SAID POTENTIAL TO CONTROL A VARIABLE OF SAID POWER SYSTEM AND THE FREQUENCY OF SAID GENERATED CURRENT, TO MAINTAIN THE SAME AT SUBSTANTIALLY THE RESONANT FREQUENCY OF SAID RESONANT CIRCUIT.